Autonomous aircraft fuel cell system

ABSTRACT

Embodiments of the present disclosure relate generally to systems and methods for providing improved aircraft fuel cell systems. In one embodiment, the system provides separate zones, maintaining various equipment components in separate controlled hydrogen concentration zones. In one embodiment, the fuel cell system provided may be simpler such that it functions without a power converter and autonomous such that it functions without need for power from any aircraft supply.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application Ser.No. 62/089,405, filed Dec. 9, 2014, titled “Autonomous Aircraft FuelCell System,” the entire contents of which are hereby incorporated byreference.

FIELD OF DISCLOSURE

Embodiments of the present disclosure relate generally to systems andmethods for providing improved aircraft fuel cell systems. In oneembodiment, the system provides separate zones, maintaining variousequipment components in separate controlled hydrogen concentrationzones. :in one embodiment, the fuel cell system provided may be simplersuch that it functions without a power converter and autonomous suchthat it functions without need for power from any aircraft supply.

BACKGROUND

Vast numbers of people travel every day via aircraft, trains, buses, andother vehicles. Such vehicles are often provided with components thatare important for passenger comfort and satisfaction. For example,passenger aircraft (both commercial and private aircraft) can havecatering equipment, heating/cooling systems, lavatories, water heaters,power seats or beds, passenger entertainment units, lighting systems,and other components, which require electrical power for theiractivation and proper operation. These components are generally referredto as “non-essential” equipment. This is because the components areseparate from the “essential” equipment, which includes the electricalcomponents required to run the aircraft (i.e., the navigation system,fuel gauges, flight controls, and hydraulic systems).

One ongoing issue with these components is their energy consumption. Asnon-essential equipment systems become more and more numerous, theyrequire more and more power. Additionally, because more equipmentcomponents are converted to electrically powered equipment (rather thathydraulically or mechanically powered equipment), power availability canbecome a concern aboard aircrafts. These systems are typically poweredby power drawn from the aircraft engines drive generators (although theymay derive power from an aircraft auxiliary power unit or ground powerunit when the aircraft is on the ground.). However, the use of aircraftpower produces noise and CO₂ emissions, both of which are desirablyreduced. The total energy consumption can also be rather large,particularly for long flights with hundreds of passengers on board.

The technology of fuel cell systems provides a promising, cleaner, andquieter way to supplement energy sources already aboard commercialaircraft. A fuel cell system produces electrical energy as a mainproduct by combining a fuel source of liquid, gaseous, or solid hydrogenwith a source of oxygen, such as oxygen in the air, compressed oxygen,or chemical oxygen generation. Fuel cell systems consume hydrogen (H₂)and oxygen (O₂) to produce electric power. The H₂ and O₂ gas may beprovided via gas distribution systems that generally include highpressure cylinders for storing the gases.

Fuel cell systems are generally designed with two in-line pressureregulators on both gas distribution systems (H₂ and O₂) in order toexpand gases from the high pressure storage cylinders to the lowpressure inlets (the appropriate fuel cell inlet pressure for the H₂ andO₂ gases). The anode and cathode pressure of the fuel cell system shouldbe linked in order to limit the pressure differential between the twofuel cell inlet pressures (anode and cathode) so as to avoid damaging ofthe fuel cell membrane.

Whenever hydrogen or other potentially explosive gas is in use, thereare regulations to be met. For example, the ATEX directive consists oftwo European directives that outline requirements for what equipment andwork environment is allowed in an environment with a potentiallyexplosive atmosphere. (ATEX derives its name from the French title ofthe 94/9/EC directive: Appareils destinés à être utilisés en ATmosphèresEXplosibles.) Fuel cell systems typically need to use ATEX actuators andsensors, and otherwise be ATEX compliant. This disclosure relates toimprovements for fuel cell systems that allow them to be ATEX compliant,while reducing the total number of required compliant components andlimiting the portions of the fuel cell systems where compliantcomponents are required. This disclosure also relates to improvementsfor fuel cell systems that allow the fuel cell system to operateautonomously. The fuel cell systems may operate without requiring powerfrom the aircraft. The fuel cell systems may also be designed to operatewithout requiring a power converter.

BRIEF SUMMARY

Embodiments of the present disclosure relate generally to systems andmethods for providing improved aircraft fuel cell systems. In oneembodiment, the system provides separate zones, maintaining variousequipment components in separate controlled hydrogen concentrationzones. In one embodiment, the fuel cell system described may be designedto function without any aircraft power supply, and is thus consideredautonomous. In one embodiment, the fuel cell system provided may besimpler than traditional fuel cell systems such that it functionswithout a power converter.

In one example, there is provided an aircraft fuel cell system,comprising a high pressure hydrogen concentration zone; a low pressurehydrogen concentration zone; each of the high pressure hydrogenconcentration zone and the low pressure hydrogen concentration zonecomprising a hydrogen concentration sensor; and a blower systemconfigured to provide dilution air to one or both of the zones based onhydrogen-containing gas concentration detected by the hydrogenconcentration sensor. The high pressure hydrogen concentration zone mayhouse one or more hydrogen-containing sources. The low-pressure hydrogenconcentration zone may house a fuel-cell. The blower system may compriseone or more fans associated with a heat exchanger associated with thefuel-cell system. The system may also include a hybrid regulator thatprovides a single stage regulation of pressure in the fuel-cell.

There is also provided a method for diluting a hydrogen-containing gasatmosphere, comprising: providing at least two separate zones based ondiffering operating pressures of equipment contained therein; each zonecomprising a hydrogen concentration sensor; detecting a hydrogenconcentration within at least one of the zones; if the hydrogenconcentration is above a predetermined level, activating a blower systemfor diluting or removing the hydrogen-containing gas from the zone.

A further example provides an aircraft fuel-cell system, comprising: afuel-cell; related ancillary equipment for fuel-cell functioning; abattery; a battery charger; a preload resistor; and a series ofcontactors configured to control the flow of electricity generated bythe fuel cell. The series of contactors may comprise a resistorcontactor, a fuel-cell contactor, a battery contactor, and a buscontactor. In one example, upon power request from aircraft loads, thebattery contactor is closed and the bus contactor is closed andfuel-cell startup procedure is launched. The system may operateautonomously and without being linked to an aircraft power supply. Thesystem may also deliver power to aircraft loads without using a powerconverter.

There is also provided a method for powering aircraft loads, comprising:providing an aircraft fuel-cell system as disclosed; receiving a requestfor power from one or more of the aircraft loads; delivering an initialpower supply to the loads from the battery; and delivering further powersupply to the loads from the fuel-cell.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic showing a system fluid architecture, providinga high pressure hydrogen concentration zone and a low-pressure hydrogenconcentration zone.

FIG. 2 is a schematic illustrating one embodiment of a system electricalarchitecture.

FIG. 3 is a schematic illustrating various state levels of the system ofFIG. 2. It illustrates system operation according to target functions inorder for the system to operate autonomously, without using the aircraftpower supply.

DETAILED DESCRIPTION

In the following description, various embodiments of the presentinvention will be described. For purposes of explanation, specificconfigurations and details are set forth in order to provide a thoroughunderstanding of the embodiments. However, it will also be apparent toone skilled in the art that the present invention may be practicedwithout the specific details. Furthermore, well-known features may beomitted or simplified in order not to obscure the embodiment beingdescribed.

While the embodiments described herein find particular use on-board apassenger aircraft and are generally described in relation thereto, itshould be understood that the systems may be used on other vehicles,such as buses, trains, spacecraft, water vessels, or any otherappropriate transport vehicle equipped with one or more fuel cellsystems. Thus, while the fuel cell technology is discussed herein inrelation to use in aircraft, it is by no means intended to be solimited. It is also possible for any of the fuel cell systems used inaccordance with this disclosure to be low temperature fuel cells, hightemperature fuel cells, or any other type of fuel cell.

Fuel cell systems may be used on-board an aircraft (or other vehicle)for generating electrical power. The power may be routed to anyappropriate equipment or aircraft loads in order to make use of thepower generated. A fuel cell system 10 is a device that convertschemical energy through an electrochemical reaction involving hydrogenH₂ or other fuel source and oxygen-rich gas (e.g., air) into electricalenergy.

The fuel cell system 10 combines an input of hydrogen-containing gaswith an input of oxygen and/or air to generate electrical energy(power).

In one example, the present disclosure provides a system 100 formanaging hydrogen-containing gas leakage by providing a “high pressurehydrogen concentration zone” 12 (HP zone) and a “low-pressure hydrogenconcentration zone” 14 (LP zone). FIG. 1 provides an example of a systemfluid architecture showing this feature. As illustrated, there may beprovided a high pressure hydrogen concentration (HP) zone 12 that isseparate from a low pressure hydrogen concentration (LP) zone 14. The HPzone 12 houses equipment that generally has a high operating pressure.The LP zone 14 houses equipment that has a lower operating pressureinside the equipment. These different zones 12, 14 may be provided inorder to help manage any potential hydrogen-containing gas leakage. Inone embodiment, each zone is provided as a separate volume with physicalboundaries delineating the zone area.

Each zone is also provided with a hydrogen concentration sensor 16. Thehydrogen concentration sensor 16 is provided in order to measurehydrogen-containing gas concentration within each particular zone. Thesesensors used may be of different type/technology in each zone.

The HP zone 12 may be integrated in a controlled volume and providedwith a hydrogen concentration sensor 16. As outlined below, continuousdilution of hydrogen (or hydrogen-containing gas) in the HP zone 12 maybe insured either by natural air convection within the controlled volumeor by blowing air within the controlled volume using an air blowersystem 20.

Similarly, the LP zone 14 may be integrated in a separate controlledvolume including a separate hydrogen concentration sensor 16. Continuousdilution of hydrogen (or hydrogen containing gas) in the LP zone mayalso be insured either by natural air convection within the controlledvolume or by blowing air within the controlled volume using an airblower system 20′.

The dilution system 100 configuration described helps prevent ATEX-ratedequipment to be used entirely throughout. By separating the HP zone 12and the LP zone 14 from the remainder of the atmosphere and the system,normal (non ATEX) sensors and actuators can be used with the remainderof the system design.

As shown, the HP zone 12 contains one or more hydrogen-containingsources 18 and any other components, such as piping section throughwhich high pressure hydrogen flows. In one example, the one or morehydrogen containing sources comprise hydrogen cylinders. The LP zone 14houses at least a portion of the fuel cell device 10 and any otherequipment through which the hydrogen-containing gas may flow for powergeneration. As illustrated by FIG. 1, the LP zone 14 may house the fuelcell. One of the benefits of providing separate zones is that if thereis a potential for a hydrogen-containing gas leak in a particular area,all of the equipment in the area needs to be explosion proof. Byproviding different and separate zones based on different equipmentoperating pressures, it is possible to keep the equipment containedwithin each of these zones separate from the remainder of theatmosphere, such that only equipment in the HP zone 12 and in the LPzone 14 need be rated to a particular ATEX level. Any equipment outsideeither of the HP zone 12 or the LP zone 14 does not need to be explosionproof, or otherwise ATEX rated.

It is possible for the walls of each zone to be explosion-proof, butthis is not required. It is also possible to provide a larger perimeteraround each of the HP zone 12 and the LP zone 14, but this is notrequired.

In use, if the hydrogen concentration measured in a particular zone 12,14 is at or higher than a predetermined acceptable limit (exemplaryparameters discussed further below), the system is configured to flow anappropriate air flow rate into the volume of the zone. In one example,this appropriate air flow rate may be delivered via a blower system 20,20′.

In one example, the blower system 20 may be provided in order to limitthe hydrogen-containing gas concentration at the outset. In anotherexample, the blower system 20 may be configured such that if thehydrogen-containing gas concentration measured by the hydrogen sensor 16inside the controlled volume of the different zones 12,14 reaches alevel that is too high, the blower system is activated in order to lowerthe hydrogen-containing gas concentration to a safe level. Thepredetermined acceptable limit may be set to address either of theseexamples.

The predetermined acceptable limit of hydrogen-containing gasconcentration may be set to be at a different level in each of thedifferent zones 12, 14. The air flow rate may thus be set to bedifferent as well. In other words, there may be two different detectionlevels set. Additionally, there may be different levels of flow ratesset for an individual zone. The “safe” hydrogen concentration permitted(based on applicable regulations and rules) will likely be the same inboth the HP zone and the LP zone, but the H₂ leakage rate leading tothese concentrations will differ in the HP and the LP zones. This isprimarily because the HP zone 12 contains the hydrogen storage 18. TheH₂ leakage rate leading to a given H₂ concentration in the controlledvolume will be higher in the HP zone compared to the LP zone.Correspondingly, the air flow rate required to be blown within thevolume to maintain the concentration within an acceptable range will behigher in the HP zone than in the LP zone.

In one specific example, a particular rule or regulation may define anacceptable hydrogen-containing gas concentration that can be permittedin a particular area. These limits are often based on the LowerFlammability Limit (LFL) of the gas, which is a physical parameter usedto define behavior of gas and its propensity to generate a flammableatmosphere. For example, for a hydrogen-containing gas atmosphere, itmay be the case that there should be less than 4% of ahydrogen-containing gas concentration in the air contained within thecontrolled volume of the HP zone 12 or the LP zone 14. Any amountsgreater than this could create a flammable atmosphere. Accordingly, thesystem architecture disclosed may be set such that any amount ofhydrogen-containing gas concentration in the air in a particular zonethat is below 25% of the LFL is considered a normal and safe situation(in this example, 1%). In this configuration, the blower system deliversa standard, low-level of air flow rate. If the amount of hydrogenconcentration in the air in a particular zone reaches an amount that isbetween 25 to 50% of the LFL (in this example, up to 2%), then thesystem increases airflow with the target of lowering the hydrogenconcentration to below 25% of the LFL. If the amount of hydrogenconcentration in the air in a particular zone reaches an amount that isabove 50% of the LFL (in this example, above 2%), the hydrogen supplymay be closed and the system may be shut off. Such a hydrogen-containinggas concentration could signal an uncontrolled hydrogen leakage. Inanother example, if the amount of hydrogen-containing gas concentrationin the air in a particular zone reaches an amount that is above 50% ofthe LFL, the system may increase airflow for a certain amount of time,recheck the hydrogen concentration in the zone, and if not lowered toacceptable levels, the system may then be shut off. These percentages ofthe LFL (25% and 50%) are the percentages currently used in theindustry. It should be understood, however, that the system disclosedmay be used in other potentially explosive atmospheres with differentgases, and the percentages and numbers may be changed. The above exampleis for illustration purposes only. If necessary, the system may bemodified depending upon any particular rule or regulation from anyparticular country or based on any particular LFL of an explosive gas.The above strategy may be the same in each of the high pressure zone 12in the low-pressure zone 14, but the control system may be individualfor each zone.

Because the dilution system 100 described herein is positioned on boardan aircraft or other closed system, the blower system 20 is generallyfound to be necessary. The velocity of the vehicle is generally notexpected to provide a suitable source of blowing air, due to thelocation of the fuel cell system on board the aircraft. It may bepossible, however for the pressure differential due to altitude to beused to provide some of the blowing/dilution air for the system 100. Inthis example, it may be possible to take advantage of the pressuredifference between inside the aircraft and outside the aircraft. Thepressure inside the aircraft is higher, so if an appropriately valvedopening is used (e.g., an outflow valve), it would provide a natural airflow from outside the aircraft into the dilution system 100.

In one embodiment, there may be provided a first blower system for theHP zone 12 and a second blower system for the LP zone 14. In analternate embodiment, it is possible for the high pressure zone 12 andthe low-pressure zone 14 to share a single blower system 20. Forexample, the blower system could split air into two different flows thatwould each be directed to one of the HP zone 12 or the LP zone 14.

In one example, the air blower systems 20, 20′ may be the blower/fan 48associated with a heat exchanger/radiator 44. This may be a usefulre-use of the heat exchanger fan 48, because a heat exchanger 44 isgenerally provided in connection with the fuel cell in order to manageheat generated by fuel cell functioning. As background, in a fuel cellsystem, the heat generated by the fuel cell has to be expelled out ofthe system to maintain its operating temperature at the appropriatelevel (which is generally between 60° C. and 80° C. for a PEM Fuel Cellsystem). Generally, this heat is disposed of by a heatexchanger/radiator 44. The radiator 44 has a liquid/air heat exchanger46 and one or several fans 48 mounted together. The function of thefan(s) 48 is to generate an appropriate and suitable airflow to be blownthrough the heat exchanger to collect calories out of the fuel cellsystem cooling circuit. In the proposed embodiment, it is possible totake advantage of the presence of the heat exchanger fan 48 that isalready in place with respect to the fuel cell system in order togenerate an airflow that would be suitable for both the cooling needsand for the hydrogen dilution needs in the HP and/or the LP zones.

Using the heat exchanger/radiator 44 blower and 48 could prevent theneed for providing a separate and dedicated blower system formaintaining acceptable levels of hydrogen-containing gas in each zonefor the dilution system 100 described. However, in another example, aseparate dedicated blower system 20, 20′ may be provided. The HP zoneand LP zone may share a blower system. Alternatively, the HP zone andthe LP zone may have separate blower systems 20, 20′. It is alsopossible for one or more of the overpressure devices (e.g., pressurerelief valves, burst disk, thermal relief device, and so forth) 62 to beconnected to a venting line that blows overboard. This can remove thehydrogen-containing gas from the system and from the aircraft.

The blowing air may all be delivered to a single zone, or the air may bediverted so that it is usable for both zones (in concert, if need be).For example, it may be necessary to direct the air appropriately inorder to control the flow rate and the amount required in order to lowerthe LFL to the desired ranges. There may be provided one or moreconduits 60 that function to capture air leaving the heatexchanger/radiator fans 48 and re-direct the air to the dilution system100. If air is needed for dilution, a valve 62 may remain open thatdirects air to the dilution system 100. If the air is not needed fordilution, the valve 62 may drain the air from the blowers 48 overboard.A control system associated with the hydrogen concentration sensors 16may deliver a signal indicating that dilution air is needed if thehydrogen-containing air levels reached a certain predetermined level.

Once the blower system 20 has been activated in order to move airthrough the particular zone 12, 14 for dilution, the hydrogen-containingairflow exiting zone 12, 14 may be directed either to surroundingair/ambient or to a catalytic burner system that can burn hydrogencontained in the flow and convert it to water. (This is described byco-pending application WO 2014/136098, titled “Aircraft Fuel Cell Systemwith catalytic Burner System”.)

Embodiments also provide a method for diluting a hydrogen-containing gasatmosphere, comprising: providing at least two separate zones based ondiffering operating pressures of equipment contained therein; each zonecomprising a hydrogen concentration sensor; detecting a hydrogenconcentration within at least one of the zones; if the hydrogenconcentration is above a predetermined level, activating a blower systemfor diluting or removing the hydrogen-containing gas from the zone.

It should be understood that the systems described may be used inconnection with other architectures, and are not limited to the use withfuel cells using compressed oxygen and hydrogen. For example, the systemmay be used with any environment using compressed air, solid ormaterial-based hydrogen storage, or any other potentially explosiveenvironment.

Embodiment of the invention also relates to a hybrid regulator 54 thatcan provide a one-step pressure reduction directly from high pressure.As background, a fuel cell system 10 typically has a cathode and ananode. An electrolyte allows positively charged hydrogen ions to movebetween two sides of the fuel cell. The hydrogen ions are drawn throughthe electrolyte and electrons are drawn from the anode to the cathodethrough an external circuit, producing electricity. At the cathode,hydrogen ions, electrons, and oxygen react to form water. It can bedesirable for the anode and cathode to be provided at a similarpressure. This can be done via a membrane/pressure reducer. For example,there may be provided a pneumatic pressure reducer on the oxygen sidethat is controlled by hydrogen fluid, using the reference pressure givenby the hydrogen line. Alternatively, there may be a pressure reducer onthe hydrogen side that is controlled based on the reference pressuregiven by the oxygen line. Such pressure reducers are generally membranepressure reducers. In these arrangements, there is oxygen on one side ofthe membrane, and hydrogen on the other side of the membrane. There maybe a pressure sensor on the hydrogen line, and a separate pressuresensor on the oxygen line.

Measuring and managing pressure using this method typically requires twosteps, and uses two pressure regulators in cascade. One problem thispressure managing method may pose is the potential for leaks (rupture ofthe membrane), which can lead to a safety risk. Another drawback of thismethod is the low precision regulation and the low dynamic response ofthe pressure regulation,

Some systems use a combination of mechanical pressure reducers andelectronically controlled valves with dedicated pressure sensors on eachof the oxygen and the hydrogen lines. One problem this may pose is thatit is a more complex pressure regulation arrangement, requiring softwareand specific control laws that can be expensive to develop, andpotentially requiring more frequent repairs.

In one embodiment, the present disclosure provides a one-step/singlestep pressure regulation/pressure reducer system. The system does notrequire measurement of fluid in another line in order to control thepressure. Instead, there may be a solenoid provided inside the pressurereducer that can directly use information supplied by the systemcontroller and does not need pressure indication from the other line.Hydrogen and oxygen may be expanded from the cylinder pressures (fromthe hydrogen cylinder 18 and the oxygen cylinder 52) directly to thefuel cell operating pressures. This may be done using a hybrid regulator54 combining membrane technology and a linear actuator which is able toadapt the preload. This may help ensure that the targeted outletpressure is achieved, regardless of the inlet pressure. Thecontrollability provided by the hybrid regulator allows removal of thephysical pressure link between the anode and cathode sides of the fuelcell. An exemplary system that may provide such precise regulation ofthe hybrid regulator 54 is shown and described in WO 2015/128690 titled“Gas Pressure Reducer with Electrically-powered Master System.”

Referring now to FIG. 2, one embodiment of a system electricalarchitecture will now be described. In this example, the fuel-celldevice 10 may be used to supply electric energy to the various aircraftloads/equipment to be powered. (It may also power ancillary equipment 26required to operate the fuel cell itself, such as blower, valves,sensors, compressors, cooling pumps, and so forth.) Fuel-cell voltage istypically different from the voltage required by the equipment to bepowered and vary with the power actually supplied to this equipment. Forsome applications and equipment, it is desirable, however, to provide aconstant system output target voltage of about 28 V DC in order todeliver constant power and a constant load. In other applications, itmay be desirable to operate at voltages of about 270 V DC. It should beunderstood that this disclosure may be modified for any appropriatevoltage desired. To implement this feature, fuel cell systems typicallyuse power converters to ensure that the electricity generated by thefuel cell is subsequently delivered to the loads being powered at theproper and appropriate voltage. However using power converters in thesystem degrades system efficiency, which in turn translates intoincreased hydrogen consumption and therefore increased weight of thecomplete system. Power converters also need to be controlled by thesystem controller which makes the control logic and software morecomplex and costly to develop.

It is also desirable to provide an autonomous fuel cell system that canoperate without any need from the vehicle power supply or an externalpower supply, but still having the highest possible efficiency. In orderto provide these features and to function without using a powerconverter between the fuel-cell and the equipment to be powered, thearchitecture illustrated by FIG. 2 was developed. The system 30generally includes a fuel cell 10, a battery 28, and a battery charger29. The system 30 also includes specific features and equipment allowingoperation without a power converter and autonomous operation. The systemprovides a series of contactors that are appropriately positioned andcontrolled in the system architecture, including a resistor, electriccurrent sensors, electric power diodes, and a system controller (notshown on FIG. 2). The resistor may be a preload resistor. The system 30can alleviate the need for a power converter, while still being capableof autonomously and instantaneously supplying electrical power at adefined and constant voltage range to aircraft loads.

Being able to operate without a power converter ensures higher systemefficiency and a lower hydrogen consumption, simpler control logic, andimproved reliability of the system. These feature also allow theaircraft fuel-cell system to operate autonomously and to instantaneouslysupply aircraft loads with required amount of electric power uponrequest. For example, the battery 28 may deliver immediate power toaircraft loads while the fuel system starts up. Once the fuel system hasstarted up, it may deliver the required power. The battery thusfunctions to (a) provide an initial amount of power to aircraft loads atthe battery voltage and (b) to provide power for the fuel cell.

In use, the battery 28 imposes the voltage supplied by the system 30 tothe loads. In some operating circumstances, the fuel-cell 10 voltage maybe lower or higher than the battery 28 voltage. In order to monitor andadjust the voltage and power supplied to the aircraft loads, thedisclosed system may be implemented.

As illustrated by FIG. 2, there may be four contactors provided: aresistor contactor 32, a fuel-cell contactor 36, a main bus contactor38, and a battery contactor 40. The resistor contactor 32 may bepositioned between a resistor 34 and a fuel-cell contactor 36. Thefuel-cell contactor 36 may be positioned between a fuel-cell sensor 42and the main bus contactor 38, which is the contactor that allowsdelivery of power to aircraft loads. The battery contactor 40 may bepositioned between the battery 28 and main bus contactor 38 before theloads to be powered.

At startup of the system, the system controller may be powered usingpower provided by the battery 28. The main bus contactor 38 is open, thebattery contactor 40 is open, the fuel-cell contactor 36 is open, andthe resistor contactor 32 is open. The system controller can perform anautomatic status check sequence. Once this sequence is successfullycompleted and upon power request from the aircraft loads, the batterycontactor 40 is closed and the main bus contactor 38 is closed. Thisallows the battery 28 to instantaneously provide requested power amountto the aircraft loads at the battery voltage. In parallel, and uponpower request of the aircraft loads, the fuel cell start-up procedure islaunched. As the fuel-cell 10 is fed with hydrogen and oxygen, the fuelcell voltage rises from 0 to Open Circuit Voltage (OCV). This OCV istypically higher than the requested and targeted aircraft loads voltage.Then the resistor contactor 32 is closed, which as a consequence bringsthe fuel cell voltage down to a predefined voltage level that isgenerally at or close to the battery voltage. As long as the fuel-cellvoltage is above the predefined voltage level, excess energy isdissipated through the resistor contactor 32. The resistor contactor 32therefore helps to provide a voltage limiting function.

When the resistor contactor 32 is closed, this typically brings thevoltage down to the predefined voltage level close to the batteryvoltage. (The battery voltage is usually 28 V DC, but could be 270 V DC,or any other voltage as appropriate.) The fuel-cell contactor 36 maythen be closed in order to both power the ancillary equipment 26—usingpower generated by the fuel-cell 10 (instead of power generated by thebattery) as well as start recharging the battery to the battery charger29. The preload resistor contactor 32 is then opened. When the battery28 is recharged, the bus contactor 40 is opened and power is deliveredto the aircraft loads using power generated by the fuel-cell systemalone. Aircraft systems that may be powered include but are not limitedto seats, in-flight entertainment units, galley or lavatory equipment,medical equipment, beds, crew rest area equipment, surveillanceequipment, or any other aircraft power load. The battery 28 has beenrecharged and is now ready for a new sequence. FIG. 3 illustrates oneexample of the system flow at different points in the power generationprocess.

Embodiments also provide a method for powering aircraft loads,comprising: providing an aircraft fuel-cell system as disclosed;receiving a request for power from one or more of the aircraft loads;delivering an initial power supply to the loads from the battery; anddelivering further power supply to the loads from the fuel-cell.

By providing this electrical architecture, the system 30 is allowed tobe fully autonomous, and does not need aircraft power to function. Infact, the system actually functions to provide power to other aircraftloads.

It should be understood that this disclosure relates to any type of fuelcell. In a specific embodiment, the fuel cell is a proton exchangemembrane fuel cell (PEM fuel cell). However, it should be understoodthat the disclosure may also be used in connection with any other typeof fuel cell.

Changes and modifications, additions and deletions may be made to thestructures and methods recited above and shown in the drawings withoutdeparting from the scope or spirit of the disclosure or the followingclaims.

1.-10. (canceled)
 11. An aircraft fuel-cell system, comprising: afuel-cell; related ancillary equipment for fuel-cell functioning; abattery; a battery charger; a preload resistor; and a series ofcontactors configured to control the flow of electricity generated bythe fuel cell.
 12. The system of claim 11, wherein the series ofcontactors comprise a resistor contactor, a fuel-cell contactor, abattery contactor, and a bus contactor.
 13. The system of claim 12,wherein upon power request from aircraft loads, the battery contactor isclosed and the bus contactor is closed and fuel-cell startup procedureis launched.
 14. The system of claim 12, wherein closing of the resistorcontactor brings fuel-cell voltage to a predefined voltage level that isat or close to the battery voltage.
 15. The system of claim 12, whereinclosing of the fuel-cell contactor powers the ancillary equipment andrecharges the battery via the battery charger.
 16. The system of claim11, wherein the system operates autonomously and without being linked toan aircraft power supply.
 17. The system of claim 11, wherein the systemdelivers power to aircraft loads without using a power converter. 18.The system of claim 11, wherein the system is configured to provideimmediate power to aircraft loads via delivery of initial power from thebattery and supplemental power from the fuel cell system once the fuelcell system has completed start up.
 19. (canceled)
 20. A method forpowering aircraft loads, comprising: providing an aircraft fuel-cellsystem of claim 11; receiving a request for power from one or more ofthe aircraft loads; delivering an initial power supply to the loads fromthe battery; and delivering further power supply to the loads from thefuel-cell.